Railway signal sysytem.



PATENTE AR. 4L, 1905,

APPLIOATION D MAY i6. 1904.

3 SHEETS-SHEET l.

No. 786,604. PATE TTED APRI i905 W. E. SGHIEBLE.

RAILWAY SIGNAL SYSTEM,

APPLIUATION FILED MAY 16, 1904.

SSHEETS-SEEET 2.

No 786,604. .PATEE E. SGHEBLB,

RALWAY SIGNAL SYSTEM.

PPLIUATION FILED MAY 1.8, 1904.

s suEETs-sHEBT s.

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zillilslllllilx iiVlLLiAiii E. SHEBLE,

SECEFICATGN forming part of Letters Patent No. '786,5D, dated .april 4c, 1905.

Application filed May l5, 1904.

To @ZZ whom, t 'may concern:

Be it known that I, VILLIAM E. SoHHinLn, a citizen ot' the United States, residing at Mr amisburg, in the counts7 ot' li/iontgomery and State ot' Ohio, have invented certain new and useful improvements in Railway Signal Systems, of which the following is a speciiication, reference being had therein to the accompanying drawings.

This invention relates to railway signal s vstems, and more particularly to electric signaling systems, its object being to provide a simple and etiicient block-signaling system adapted for use more particularly in connection with interurban electric-railway lines, although ca- ,pable of other applications.

More specilically, the objects of my invention are, iirst, to provide a simple and citicient structure wherebg.T a car or .rain upon entering a block at either end thereof will render operative a signal at each end ofthe block, said signals remaining operative until the car leaves the block, whereupon said signals becomeinopcrative; second, to provide a signaiing system employing a metallic circuit a portion of which is divided into two branches between which the signaling-lamps are located, the branch circuits being controlled byrotating switches or commutatore which are in turn controlled by the movements of the car, so that said signaling-lamps are arranged in parallel or multiple arc between said branch circuit when the signals are operative, said signaling-lamps being' arranged in series when inoperative and the current being then short-- circuited, so as to extinguish the signal-lamps.

'io these and other ends my invention consists in certain novel features, which I will now proceed to describe and will then particularlg7 point ont in the claims.

in the accompanying` drawings, Figure i is a plan view in the nature of a diagram, illustrat-ing the application ot my invention to a single-track railroad having turnouts or passing sidings at intervals. Fig. 2 is a lront elevation of so much of the system as relates to one complete block or section. Fig. 3 is a plan View ot what is shown in Fig. 2. Fig. i is an enlarged front elevation of one oi' the rotarg;7 switches or commutatore detached.

Serial No. 208,170.

Fig. is a longitudinal sectional v` w ot the same, taken on the line .fr a' oil' 9;. iand locking in the direction ci' the arrows; and Fig. 6 is a transverse sectional view aren on the line r/ j/ of Fig. 5 and looking in the direction oi the arrows.

Referring lirst to Fig. l, A indicates the main line oi a railway, having turnonts` or passing' tracks at B, (j. D, and E. rlhc space between two of these tnrnouts constitutes a block or section and is protected by a separate and independentsignaling structure, one of which is shown in Figs. Q and 3. Each oi these signaling structures comprises a signaling-station ateach end, indicated in the present instance by the reference-letters i1 and G, these tations being located at the junction ci. the turnout with the main line and the signals being preferably located a suiicient distance 'from the actual point ot connection to permit the motorman to observe their operation after the car has actuated them. Referring to Figs. 2 and 3., i have shown for convenience of iliustration the signaling-lamps as located directly below the controliingswitches or commutators; but in practice the arrangement just described will be preferred. 'l` he station F comprises a suitable support l, on which is mounted a commutator 2, its location being such, preferably by reason of its elevation, that it will not be readil)T accessible to the public, while at the same time it is adapted to be engaged and actuated in the manner hereinatter described b v a suitable projecting member carried by the car. The form of construction which i prefer Vfor this part is that shown in detail in Figs. d, 5, and (5 of the drawings, in which said commntator has a body portion 8, of insulating material, and is mounted upon an axis si, preferably of conducting material, which is lined in the support l and upon which the commutator is i'rec to rotate. rihe peripheral portion of this commutator is provided atintervals with metallic contact-pieces 5, separated by the intervening exposed portions 6 of the non-conducting` bod y of the commutator, and the contaetfstrips 5 are electrically connected with the axis Li, pren-)ruhig7 by means oi' a 'terminal plate T, to

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tem that any impairment of its functions will give a danger-signal this can be done without any change of structure by merely employing the lighted lamps as safety-signals, the unlighted lamps being used to indicate danger, in which ease any accident to the lamps or circuits which would extinguish the lamps would signal danger. To accomplish this, it is only necessary to turn either one of the commutators from the position shown in Fig. 2 to a position in which the lamps are lighted, whereupon a car entering the block will eX- tinguish the lamps to show danger and will light the lamps upon leaving the block to indicate safety lt will also be seen that the signal-lamps instead of being' connected directly to the brushes at each station may be connected anywhere between the two branch circuits connecting the two stations, and it is obvious that any desired number of signallamps may be employed located at any desired points, and such arrangement may be found advisable, since it would indicate to the train crew of a car or train traversing a block the unauthorized entrance upon the block at either end of another car or train by the extinguishing' of the lamps throughout the seetion. It will be further understood that other visible or audible signals may be substituted for the lamps. Various other modifications will readily suggest themselves, and l do not wish to be understood as limiting myself to the precise details of construction hercinbefore described and shown in the accompanying drawings.

1t will be understood that the projection from the car is, as usual, under the control of the train crew, so that it may at any time be withdrawn in such a way as to not engage and operate the signals, thus permitting the running ofa plurality of cars or trains as a single train or double-header, the first car controlling the signals at the entrance of a block or section and the last car controlling the signals at the end of a block or section.

Having thus fully described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. 1n an electric signaling system for railroads, signaling-stations located at the opposite ends of a section of track, each station comprising a commutator actuated by the passing car and having' alternating contact and insulating surfaces, and two brushes arranged to alternately contact with the contact-sur faces of the commutator, acircuit comprising a source of electricity and connecting said stations, one portion of saideircuit connecting the contact-surfaces of the two commutan tors, and the other portion of said circuit being divided into two branches connecting the brushes of the two stations in pairs, one at each Station, and signal-lamps arranged in parallel or multiple are between the said branches of said circuit, substantially as described.

2. In an electric signaling system for railroads, signaling-stations located at the opposite ends of a section of track, cach station comprising a commutator or rotating switch actuated by the passing' car, said commutator having' alternating contact and insulating' sur faces, two brushes arranged to alternately contact with the contact-surfaces of the commutator, and a circuit connecting said brushes and provided with a signal-lamp, and a circuit connecting said two stations, one portion ol said circuit comprising a source of electricity connected with the contact-surfaces of both commutatore, the other portion of said circuit being divided into two branches, each branch connecting' a brush at one station with a brush at the other station, substantially as described.

3. In an electric signaling` system for railroads, signaling-stations located at the opposite ends of a section of track, each station comprising a commutator or rotating switch actuated by the passing carin the direction of its motion, said commutator having alternating contact and insulating surfaces, two brushes arranged to alternately contact with the contact-surfaces of the commutator, and a circuit connecting said brushes and provided with a signal-lamp, and a circuit connecting said two stations, one portion of said circuit comprising a source of electricity connected with the contact-surfaces of both commutators, the other portion of said circuit being divided into two branches, each branch connecting' a brush at one station with a brush at the other station, substantially as described.

In testimony whereofl aiiix my signature in presence of two witnesses.

VILLIAM E. SUHEBLE.

VitnesSeS:

CARL F. SHULER, It. N. BRUMBAUGH.

IOO 

